WO2022073636A1 - Unité d'étanchéité de vilebrequin pour un moteur à combustion interne - Google Patents
Unité d'étanchéité de vilebrequin pour un moteur à combustion interne Download PDFInfo
- Publication number
- WO2022073636A1 WO2022073636A1 PCT/EP2021/025374 EP2021025374W WO2022073636A1 WO 2022073636 A1 WO2022073636 A1 WO 2022073636A1 EP 2021025374 W EP2021025374 W EP 2021025374W WO 2022073636 A1 WO2022073636 A1 WO 2022073636A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- crankshaft
- seal
- fan element
- fan
- seal unit
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16J—PISTONS; CYLINDERS; SEALINGS
- F16J15/00—Sealings
- F16J15/16—Sealings between relatively-moving surfaces
- F16J15/164—Sealings between relatively-moving surfaces the sealing action depending on movements; pressure difference, temperature or presence of leaking fluid
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F7/00—Casings, e.g. crankcases or frames
- F02F7/0043—Arrangements of mechanical drive elements
- F02F7/0053—Crankshaft bearings fitted in the crankcase
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F11/00—Arrangements of sealings in combustion engines
- F02F11/007—Arrangements of sealings in combustion engines involving rotary applications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F7/00—Casings, e.g. crankcases or frames
- F02F7/0043—Arrangements of mechanical drive elements
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16J—PISTONS; CYLINDERS; SEALINGS
- F16J15/00—Sealings
- F16J15/16—Sealings between relatively-moving surfaces
- F16J15/162—Special parts or details relating to lubrication or cooling of the sealing itself
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16J—PISTONS; CYLINDERS; SEALINGS
- F16J15/00—Sealings
- F16J15/44—Free-space packings
- F16J15/447—Labyrinth packings
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16J—PISTONS; CYLINDERS; SEALINGS
- F16J15/00—Sealings
- F16J15/44—Free-space packings
- F16J15/447—Labyrinth packings
- F16J15/4472—Labyrinth packings with axial path
Definitions
- the present invention refers to a crankshaft seal unit for an internal combustion engine and to an internal combustion engine which is equipped with such a crankshaft seal unit.
- crankshaft which is usually housed in a crankcase at a bottom of an engine block.
- the crankshaft is configured to convert reciprocating motion of pistons within cylinders of the engine into rotational movement which is to be transferred to a component to be driven via a crankshaft flange.
- the crankshaft protrudes through an opening in a crankcase wall such that the crankshaft flange is located outside the crankcase, thereby constituting a structural interface which is accessible from outside the engine to be coupled to the component to be driven.
- crankshaft seal For preventing fluids present in the crankcase, such as lubricating oil, from being expelled through the opening in the crankcase wall, such engines are equipped with a crankshaft seal disposed between the crankshaft and the opening.
- the crankshaft seal is provided in the form of a labyrinth seal.
- labyrinth seals refer to non-contact shaft seals, the sealing effect of which is based on providing a tortuous path and thus inducing high flow resistances for a fluid when passing through the gap between the crankshaft and the opening in the wall.
- the labyrinth seal comprises a plurality of radially extending teeth or groves that press tightly inside a correspondingly designed structure.
- the path through the labyrinth sealing must have a relatively small clearance in order to ensure proper sealing effect. This requires precise manufacturing and thus may be costly. However, during operation of the engine, such seals are subjected to fatigue and thus, with progressing lifetime of the engine, the provided sealing effect may be decreased.
- crankshaft seal unit for an internal combustion engine, which in particular provides an improved sealing effect. Further, it is an objective to provide an internal combustion engine which is equipped with such a crankshaft seal unit.
- crankshaft seal unit for an internal combustion engine.
- the crankshaft seal unit comprises a seal which, in a mounted state in which the crankshaft seal unit is mounted to the engine, is configured to provide sealing between a crankshaft and a crankcase of the engine, and a fan element which is configured to be mounted to the crankshaft in the crankcase.
- an internal combustion engine which is equipped with such a crankshaft seal unit.
- Fig. 1 schematically shows a partial view along a longitudinal section through a crankshaft sealing unit which is mounted to an internal combustion engine between a crankshaft and a cylinder crankcase of the engine;
- FIG. 2 schematically shows a perspective view of a fan element used in the crankshaft sealing unit depicted in Figure 1;
- FIG. 3 schematically shows an enlarged section B of Figure 2.
- Figure 1 depicts a longitudinal section through an internal combustion engine 10, also referred to as the “engine” in the following, provided in the form of a reciprocating engine.
- the engine 10 is intended and configured to be installed in a vessel or power plant and may be used as a main or auxiliary engine.
- the engine 10 comprises a plurality of cylinders (not shown), e.g. twelve or sixteen or eighteen cylinders, which are received in an engine block and which are arranged according to an in-line configuration or any other known cylinder configuration.
- Each cylinder is provided with a combustion chamber delimited by a piston accommodated in the cylinder.
- the pistons are configured for reciprocating and axial movement within the cylinders and are coupled to a crankshaft 12 via piston connecting rods.
- fuel such as diesel or natural gas
- air are supplied to and ignited in each cylinder so as to produce high-temperature and high-pressure gases which apply forces to and thus axially move the corresponding pistons, thereby rotating the crankshaft 12. In this way, chemical energy is transformed into mechanical energy.
- crankshaft 12 For transferring the thus generated mechanical energy to a component to be driven, such as to a ship’s propeller (not shown), the crankshaft 12 comprises a crankshaft flange 14 which constitutes a structural interface configured to be coupled to the component to be driven by the engine 10.
- crankshaft 12 is housed in a crankcase 16, also referred to as cylinder crankcase. Specifically, in a mounted state of the engine in which it is installed, the crankcase 16 is located at a bottom of the engine 10 and mounted to or integrated into the engine block. The crankcase 16 forms an oil sump at its bottom which contains engine’s lubricating oil.
- crankshaft flange 14 is located outside the crankcase 16 so as to ensure good accessibility and to facilitate coupling to the component to be driven.
- the crankshaft 12 protrudes through an opening 18 in a crankcase wall 20 such that the crankshaft flange 14 is located outside the crankcase 16.
- the crankshaft flange 14 is accessible from outside the engine 10 to be coupled to the component to be driven.
- the opening 18 is provided in an end cover 24 of the crankcase 16 which is releasably mounted thereto.
- crankshaft seal unit 26 also referred to as the "seal unit " in the present disclosure, is addressed in the following which is interlinked with the present disclosure.
- the seal unit 26 is provided for preventing unintentional discharge of the lubricating oil from an inside 22 of the crankcase 16 through the opening 18, i.e. through a gap between the crankshaft flange 14 and the opening 18, the seal unit 26 is provided.
- the seal unit 26 is configured to seal the inside 22 of the crankcase 16 from an outside of the engine 10 so as to prevent that an unintended exchange of fluids, such as the lubricating oil or gas present in the crankcase 16, occurring via the gap between the crankshaft 12 and the crankcase 16.
- the seal unit 26 comprises a seal 28 which provides sealing between the crankshaft 12 and the crankcase 16, i.e. between the crankshaft flange 16 and the end cover 24 of the crankcase 16.
- the seal 28 provides sealing between the crankshaft 12 and the crankcase 16.
- the seal 28 is provided in the form of a labyrinth seal which is disposed between and constituted by the inner surface or wall of the opening 18 and the outer surface of the crankshaft 12, in particular the crankshaft flange 14.
- the outer surface of the crankshaft 12, in particular the crankshaft flange 14, is provided with a plurality of teeth or grooves which extend radially and circumferentially around the crankshaft 12 and which are arranged next to one another along a longitudinal axis X of the crankshaft 12.
- the inner surface of the opening 18 at the end cover 24 is correspondingly designed to the plurality of teeth or grooves at the crankshaft 12 so as to interlock and thereby forming a tortuous path for fluids through the gap between the crankshaft 12, i.e. the crankshaft flange 14, and the opening 18 provided in the end cover 24 of the crankcase 16.
- the end cover 24 is provided with an inner front face 30 which, when viewed from a direction pointing from the crankshaft flange 14 along the longitudinal axis X towards the inside 22 of the crankcase 16, is arranged after the seal 28.
- the front face 30 extends circumferentially around and in a radial direction in view of the longitudinal axis X of the crankshaft 12. Further, the front face 30 faces the inside 22 of the crankcase 16. Specifically, in the shown configuration, the front face 30 extends perpendicular to the longitudinal axis X. In other words, a surface normal of the front face 30 is parallel to the longitudinal axis X.
- the front face 30 constitutes a ring-shaped surface which lies within a plane extending perpendicular to the longitudinal axis X.
- the end cover 24 comprises a circumferentially extending side wall 32 which radially delimits the opening 18, wherein at an inner end thereof the front face 30 is provided.
- the side wall 32 is provided with an L-shaped profile.
- the end cover 24 may be provided such that the surface normal of the front surface 30 may be inclined relative to the longitudinal axis X, in particular such that the front face 30 tapers along the longitudinal axis X when viewed from inside 22 of the crankcase 16 towards the crankshaft flange 14, or vice versa.
- the seal unit 26 is provided with a fan element 34 which is releasably mounted to the crankshaft 12.
- the fan element 34 is provided in the form of a fan wheel mounted around the crankshaft 12.
- the fan element 34 is mounted around the crankcase 12 such that the fan element 34 is positioned in the crankcase 16, i.e. in the inside 22 of the crankcase 16. In other words, in the mounted state of the seal unit 26, the fan element 34 is located within the crankcase 16.
- the fan element 34 is fixedly mounted to an inner front end of the crankshaft flange 14, i.e. which is oriented towards the inside 22 of the crankcase 16, by a plurality of fixing means, i.e. screws. That is, the fan element 34 is torque-transmittingly mounted to the crankshaft flange 14 such that the fan element 34 rotates together with the crankshaft 12 during operation of the engine 10.
- the inner front end of the crankshaft flange 14 is provided with a ring-shaped surface which is in tight contact with the fan element 34.
- the inner front end of the crankshaft flange 14 is connected and fixed to a drive shaft 36 of the crankshaft 12.
- the fan element 34 is provided in the area of a connection between the crankshaft flange 14 and the drive shaft 36 of the crankshaft 12. More specifically, the fan element 34 is provided around the connection between the crankshaft flange 14 and the drive shaft 36 of the crankshaft 12.
- the fan element 34 is arranged in front of the seal 28 such that it faces the inner side of the seal 28.
- the fan element 34 is arranged next to the inner side of the seal 28 along a longitudinal axis X of the crankshaft 12.
- the fan element 34 is arranged in front of the front face 30 of the end cover 24 such that the front face 30 and the fan element 34, i.e. fan blades 38 thereof, face each other, i.e. are arranged opposing to one another.
- the fan element 34 is designed such that upon rotating together with the crankshaft 12 around its longitudinal axis, the fan element 34, i.e. by means of its fan blades 38, generates a pressure gradient among the fan element 34. That is, on a first side of the fan element 34 which faces the seal 28, a pressure level prevails which is smaller compared to a pressure level prevailing on an opposed second side of the fan element 34, i.e. which faces away from the seal 28.
- the fan element 34 is configured such that, upon being rotated around the longitudinal axis X, the fan element 34, i.e. by means of its fan blades 38, subjects the inner side of the seal 28 to a pressure drop.
- the fan element 34 upon rotation, generates a negative pressure, also referred to as under pressure or vacuum, which prevails at the first side of the fan element 34 and thus at an inner side of the seal 28, i.e. which faces the inside 22 of the crankcase 16.
- negative pressure also referred to as under pressure or vacuum
- under pressure or vacuum
- the terms “negative pressure”, “under pressure” or “vacuum” refer to a pressure level which is lower compared to an average pressure level prevailing within the crankcase 16.
- the fan element 34 and its fan blades 38 are provided with a geometric configuration which is described in the following with reference to Fig. 2 which shows a perspective view of the fan element 34. It is apparent to the skilled person that the fan element 34 depicted in Fig. 2 refers to one exemplary embodiment to achieve the above described advantageous effects and that the present disclosure is not limited to this specific configuration.
- the fan element 34 is provided as a disc shaped component, in particular a ring-shaped disc, which is made of a metal sheet, wherein the fan blades 38 may be produced by a cutting and a forming process.
- the fan element 34 can be subdivided into two adjacent circumferential band sections, i.e. an inner band section and an outer band section.
- the inner band section i.e. which is arranged radial inwardly, is provided with a plurality of mounting recesses 40 which are arranged according to a regular pattern. That is, four groups 42 of mounting recesses 40 are evenly distributed circumferentially around the longitudinal axis X, wherein each group comprises four mounting recesses 40 which are arranged equidistantly one next to the other.
- the mounting recesses 40 are configured to receive the fixing means, i.e. screws, for mounting the fan element 34 to the crankshaft 12.
- the fan element 34 is provided with a plurality of fan blades 38 which are evenly distributed circumferentially around the longitudinal axis X.
- Each fan blade 38 is designed such that, in the mounted state of the fan element 34, it is bend outwardly along the longitudinal axis X in the direction pointing from the inside 22 of the crankcase 16 to the crankshaft flange 14.
- each fan blade 38 is designed such that it is bend outwardly towards the front face 30 of the end cover 24.
- each fan blade 38 comprises a projecting or protruding end 44 which is exposed and an opposing abutting end 46 via which the fan blade 38 is mounted to a base body of the fan element 34 as depicted in Fig. 3. In the shown configuration, when viewed in the rotating direction of the fan blade 38 indicated by arrow A in Fig.2, the projecting end 44 of a fan blade 38 is arranged after its abutting end 46.
- the seal unit 26 further comprises a flow control element 48 which is configured to deflect and guide the fluid stream generated by and passing through the fan element 34.
- the flow control element 48 is arranged circumferentially around and thus radially adjacent to the fan blades 38 and extends along the longitudinal axis X.
- the flow control element 48 has a hollow-cylindrical shape.
- the flow control element 48 has a sleeve-shaped design.
- the flow control element 48 is configured to deflect the fluid stream generated by and passing through the fan element 34 such that it flows upstream of the fan element 34 in a flow direction which is parallel to the longitudinal axis X.
- upstream refers to the flow direction of the flow stream in the area of the fan element 34.
- the flow control element 48 extends from the fan element 34 along the longitudinal axis X in a direction pointing towards the crankshaft flange 14, i.e. towards the outside of the engine 10.
- the flow control element 48 overlaps with at least a part of the seal 28 along the longitudinal axis X. More specifically, the flow control element 48 overlaps with at least a part of the side wall 32 of the end cover 24. Further, the flow control element 48 overlaps with the fan element 34 along the longitudinal axis X.
- the flow control element 48 forms a flow channel 50 in the area of the fan element 34 and the seal 28 which delimits and defines a flow passage of the fluid stream upstream of the fan element 34.
- the flow channel 50 is provided between the flow control element 48 and the seal 28, in particular the side wall 32 of the end cover 24.
- the flow control element 48 constitutes an outer side wall of the flow channel 50, wherein the side wall 32 of the end cover 24 constitutes an inner side wall of the flow channel 50.
- the flow control element 48 is firmly fixed to the fan element 34 at a radially outer end of the fan element 34. Accordingly, the flow control element 48 rotates together with the fan wheel when the crankshaft 12 is driven.
- the flow control element 48 may be welded to the fan element 34.
- the fan element 34 and the flow control element 48 may be provided as an integral part.
- crankshaft seal unit for an internal combustion engine.
- the crankshaft seal unit may comprise a seal which, in a mounted state in which the crankshaft seal unit is mounted to the engine, is configured to provide sealing between a crankshaft and a crankcase of the engine.
- the crankshaft seal unit may further comprise a fan element which is configured to be mounted to the crankshaft in the crankcase.
- the fan element in a state in which the fan element is mounted to the crankcase, the fan element is disposed within the crankcase, i.e. in an inside of the crankcase in which the crankshaft is received.
- the term “fan element” refers to a component or machine element which is configured to transform rotational movement or power into translational thrust by acting upon a fluid.
- the fan element When being mounted to the crankshaft, the fan element may be configured to rotate together with the crankshaft. In other words, the fan element may be torque-transmittingly mounted to the crankshaft. As such, the fan element may be configured to act upon a fluid present around the crankshaft upon being rotated together with the crankshaft, thereby exerting a translational thrust on the fluid which may generate a fluid flow along the seal. As a result of this fluid flow, a pressure drop at an inner side of the seal, i.e. which is disposed and oriented towards the inside of the crankcase may be induced.
- the amount of leakage of a fluid from the inside of the crankcase through the seal between the crankshaft and the crankcase depends on the pressure difference acting among the seal, i.e. between its inside and its outside end, and therefore on the pressure prevailing at the inner side of the seal.
- the proposed crankshaft seal unit is equipped with a means for reducing pressure acting upon the inner side end of the seal, thereby reducing the force acting upon the fluid when entering to the inner side end of the seal. In this way, leakage of fluid from the inside of the crankcase through the seal may be reduced.
- crankshaft seal unit is intended and configured for being used in an internal combustion engine, particularly large engines as being used in vessels or power plants as, for example, main or auxiliary engines.
- present disclosure is not limited to these applications.
- the proposed crankshaft seal unit may be configured such that, in the mounted state, the fan element is arranged next to the inner side of the seal, in particular along a longitudinal axis of the crankshaft. That is, when viewed in a direction along the longitudinal axis pointing from the inner side of the seal towards the inside of the crankcase, the fan element, in particular its fan blades, is/are disposed after the seal.
- the crankshaft seal unit may be configured such that, in the mounted state, the fan element, in particular its fan blades, faces/face the inner side of the seal.
- the fan element is mounted to the crankshaft such that a gap is present between the fan element and the seal.
- the fan element may be configured to generate a pressure gradient among the fan element upon rotating with the crankshaft.
- the fan element may be configured to generate the pressure gradient such that a pressure prevailing on a side of the fan element which faces the seal is smaller compared to a further pressure prevailing an opposing side of the fan element, i.e. which is arranged opposed to the first side.
- the fan element may be configured to, upon rotation with the crankshaft, subject the inner side of the seal to a pressure drop.
- the inner side of the seal is subjected to a pressure drop which is effected by the rotating action of the fan element.
- the fan element may be configured to, upon rotation with the crankshaft, generate a fluid stream which flows from the inner side of the seal through the fan element, in particular its fan blades.
- the fan element may be configured to be mounted to the crankshaft such that the longitudinal axis of the crankshaft and a longitudinal axis of the fan element, i.e. which extends through the fan elements centre of gravity, coincide.
- the fan element may be configured to be mounted to a crankshaft flange.
- the fan element may be configured to be mounted to an inner front end of the crankshaft flange which is oriented towards the inside of the crankcase and to which a drive shaft of the crankshaft is mounted.
- the fan element may be provided in the form of a fan wheel.
- the fan wheel may be configured to be mounted around the crankshaft and around the longitudinal axis of the crankshaft.
- crankshaft seal unit may be equipped with a flow control element.
- the flow control element may be configured to affect a flow direction of the fluid stream in a desired way. Accordingly, the flow control element may be configured to guide the fluid stream. More specifically, the flow control element may be configured to form a flow channel which may be arranged around the seal to guide the fluid stream from the seal to the fan element.
- the flow control element may be mounted to the fan element. Further, the flow control element may have a hollow-cylindrical shape, a longitudinal axis of which may coincide with the longitudinal axis of the crankshaft.
- the seal may be a labyrinth seal.
- the seal may extend between the crankshaft, in particular the crankshaft flange, and the crankcase along the longitudinal axis of the crankshaft.
- the seal may be provided between a side wall of the crankcase and the crankshaft, in particular the crankshaft flange.
- the side wall may have an inner front end, i.e. which is oriented towards the inside of the crankcase.
- the inner front end of the side wall may face the fan element, i.e. its fan blades, and may be arranged in parallel to the the fan element.
- an internal combustion engine comprising a crankshaft seal unit as described above.
- crankshaft seal unit for an internal combustion engine and an internal combustion engine which is equipped with such a crankshaft seal unit are suggested.
- the crankshaft seal unit as mentioned above is applicable in internal engines, for example, as used in vessels or power plants.
- the suggested crankshaft seal unit may replace conventional crankshaft seals and may serve as a replacement or retrofit part.
- the proposed crankshaft seal unit is equipped with a means for reducing pressure acting upon an inner side end of a crankshaft seal, thereby reducing the force acting upon a fluid when entering the inner side end of the seal. In this way, compared to known configurations, leakage of fluid from the inside of the crankcase through the crankshaft seal may be reduced.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Gasket Seals (AREA)
Abstract
La présente divulgation concerne une unité d'étanchéité de vilebrequin (26) pour un moteur à combustion interne (10). L'unité d'étanchéité de vilebrequin (26) comprend un joint d'étanchéité (28) qui, dans un état monté dans lequel l'unité d'étanchéité de vilebrequin (26) est montée sur le moteur (10), est conçu pour assurer l'étanchéité entre un vilebrequin (12) et un carter de vilebrequin (16) du moteur (10), et un élément de ventilateur (34) qui est conçu pour être monté sur le vilebrequin (12) dans le carter de vilebrequin (16).
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP21786768.8A EP4226033A1 (fr) | 2020-10-06 | 2021-09-30 | Unité d'étanchéité de vilebrequin pour un moteur à combustion interne |
CN202180067599.9A CN116249826A (zh) | 2020-10-06 | 2021-09-30 | 用于内燃发动机的曲轴密封单元 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB2015805.1 | 2020-10-06 | ||
GB2015805.1A GB2599648B (en) | 2020-10-06 | 2020-10-06 | Crankshaft seal unit for an internal combustion engine |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2022073636A1 true WO2022073636A1 (fr) | 2022-04-14 |
Family
ID=73223663
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2021/025374 WO2022073636A1 (fr) | 2020-10-06 | 2021-09-30 | Unité d'étanchéité de vilebrequin pour un moteur à combustion interne |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP4226033A1 (fr) |
CN (1) | CN116249826A (fr) |
GB (1) | GB2599648B (fr) |
WO (1) | WO2022073636A1 (fr) |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS53138064U (fr) * | 1977-04-08 | 1978-11-01 | ||
JPH07208610A (ja) * | 1994-01-26 | 1995-08-11 | Isuzu Motors Ltd | オイルシール |
GB2369413A (en) * | 2000-11-28 | 2002-05-29 | Federal Mogul Technology Ltd | Static and dynamic sealing arrangement |
DE10259400A1 (de) * | 2002-12-19 | 2004-07-01 | Fag Kugelfischer Ag | Dichtungsanordnung |
WO2017178758A1 (fr) * | 2016-04-15 | 2017-10-19 | Safran Transmission Systems | Joint sans contact de type labyrinthe obtenu par fabrication additive |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS53138064A (en) * | 1977-05-06 | 1978-12-02 | Raiton Denshi Kougiyou Kk | Printec circuit board |
JPS6185540A (ja) * | 1984-10-04 | 1986-05-01 | Toshiba Corp | タ−ボ機械の流体シ−ル装置 |
EP0683338A1 (fr) * | 1994-05-17 | 1995-11-22 | Siemens Aktiengesellschaft | Système d'étanchéité pour arbre |
CN104455465A (zh) * | 2014-12-12 | 2015-03-25 | 北京凯特破碎机有限公司 | 一种复合迷宫密封装置 |
CN105757257B (zh) * | 2016-05-06 | 2018-04-17 | 亿昇(天津)科技有限公司 | 一种主动式迷宫密封结构 |
CN108180160A (zh) * | 2017-12-27 | 2018-06-19 | 安徽虎渡科达流体机械有限公司 | 一种离心鼓风机密封装置 |
CN109538309B (zh) * | 2018-10-19 | 2021-05-04 | 中国船舶重工集团公司第七一九研究所 | 一种高转速高压差的轴端自密封结构 |
-
2020
- 2020-10-06 GB GB2015805.1A patent/GB2599648B/en active Active
-
2021
- 2021-09-30 WO PCT/EP2021/025374 patent/WO2022073636A1/fr unknown
- 2021-09-30 EP EP21786768.8A patent/EP4226033A1/fr active Pending
- 2021-09-30 CN CN202180067599.9A patent/CN116249826A/zh active Pending
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS53138064U (fr) * | 1977-04-08 | 1978-11-01 | ||
JPH07208610A (ja) * | 1994-01-26 | 1995-08-11 | Isuzu Motors Ltd | オイルシール |
GB2369413A (en) * | 2000-11-28 | 2002-05-29 | Federal Mogul Technology Ltd | Static and dynamic sealing arrangement |
DE10259400A1 (de) * | 2002-12-19 | 2004-07-01 | Fag Kugelfischer Ag | Dichtungsanordnung |
WO2017178758A1 (fr) * | 2016-04-15 | 2017-10-19 | Safran Transmission Systems | Joint sans contact de type labyrinthe obtenu par fabrication additive |
Also Published As
Publication number | Publication date |
---|---|
EP4226033A1 (fr) | 2023-08-16 |
GB2599648B (en) | 2023-03-22 |
GB202015805D0 (en) | 2020-11-18 |
CN116249826A (zh) | 2023-06-09 |
GB2599648A (en) | 2022-04-13 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US8182153B2 (en) | Bearing damper with spring seal | |
EP1010926B1 (fr) | Dispositif d'étanchéité inter-arbres pour turbine à gaz | |
US10718270B2 (en) | Hydrostatic non-contact seal with dual material | |
EP1577504A1 (fr) | Joint d'étanchéité pour palier muni d'un dispositif de sécurité | |
US9803493B2 (en) | Turbine bearing and seal assembly for a turbocharger | |
EP2570612B1 (fr) | Assemblage de joints secondaires de turbomachine | |
US8215645B1 (en) | Floating air seal for a turbo machine | |
US9976420B2 (en) | Aspirating seal assembly and method of assembling | |
EP3388641B1 (fr) | Écrou monolithique et ensemble d'étanchéité pour un compartiment de palier d'un moteur à turbine à gaz | |
US11187093B2 (en) | Face seal assembly with thermal management circuit and an associated method thereof | |
WO2013173054A1 (fr) | Joint d'huile à déflecteur et turbocompresseur comprenant ce joint | |
JPH06102989B2 (ja) | タ―ビンノズルおよびシュラウドの隣接する円周方向セグメント間の隙間シ―ル構造 | |
EP3318722B1 (fr) | Ensemble d'étanchéité pour un composant rotatif | |
US11346224B2 (en) | Hybrid rotor with a segmented drum | |
WO2022073636A1 (fr) | Unité d'étanchéité de vilebrequin pour un moteur à combustion interne | |
WO2002031384A2 (fr) | Presse-etoupe annulaire destine a un turbocompresseur | |
US9791047B2 (en) | Magnetic seal system with internal cooling | |
US11118469B2 (en) | Seal assembly for a turbo machine | |
US10968762B2 (en) | Seal assembly for a turbo machine | |
JP2021085527A (ja) | 円周シールアセンブリ | |
EP4299933A1 (fr) | Ensemble arbre supporté par palier | |
CA3182943A1 (fr) | Joint a labyrinthe | |
KR20200086110A (ko) | 회전 기기 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 21786768 Country of ref document: EP Kind code of ref document: A1 |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
ENP | Entry into the national phase |
Ref document number: 2021786768 Country of ref document: EP Effective date: 20230508 |